Method for waking up a train which in four carriages coupling mode from sleep state on double-track-line and system therefore

ABSTRACT

Embodiments of the present disclosure provide a method for waking up a train which in four carriages coupling mode from sleep state on double-track-line, a system, an electronic apparatus, and a computer-readable storage medium. The method comprises steps of: receiving a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determining whether a test environment of the train satisfies a static test condition, and transmitting a static test permission instruction to the train; receiving a dynamic test request transmitted by the train, determining whether a test environment of the train satisfies a dynamic test condition, and transmitting a dynamic test permission instruction to the train; and receiving information, indicating that the train can be woken up, transmitted by the train, and controlling the train to wake up from sleep state.

TECHNICAL FIELD OF THE INVENTION

The present disclosure generally relates to the technical field of railtransportation, and more particularly to a method, system, device andcomputer-readable storage medium for waking up a train in four carriagescoupling mode from sleep state on double-track-line.

BACKGROUND OF THE INVENTION

With the development of science and technology, fully-automaticoperation and high efficiency are highly required. In the railtransportation industry, in order to improve the automation level oftrains and save the cost for labor and time, fully-automatic operationsystem become the main development trend of train control systems.

For the fully-automatic operation lines in the past, by additionallyarranging a track C in double-track-line, the requirements of trackingthe parking of non-communication trains onto a parking line and theaccurate stopping of the trains by CBTC (Communication Based TrainControl)-class trains are satisfied. However, due to the additionalarrangement of the track C in double-track-line, it is necessary toadditionally provides axle counters. Consequently, the project cost isincreased. Moreover, for cities with scarce land resources, in order toreduce the utilization of land resources, the rational utilization ofland sources must be taken into consideration. Particularly, under somecivil engineering conditions, it may be unable to additionally provide atrack C in double-track-line.

The passenger flow volume of the rail transportation varies greatly overtime. The existing rail transportation is mostly operated in form oftrains with fixed marshalled cars. The coupling of carriages cannot becancelled or recoupled according to the operating needs. For example, atrain in eight carriages coupling mode can only be operated in eightcarriages coupling mode. If the train in eight carriages coupling modeis divided into two train in four carriages coupling modes, there willbe at least one problem on how to park the train in four carriagescoupling modes on a parking line. In the absence of track C, a singlestabling line, i.e., a track A or a track B, for the original train ineight carriages coupling mode is adjusted and designed as adouble-track-line for train in four carriages coupling modes. Thus, twotrains in four carriages coupling modes are simultaneously parked on thetrack A or the track B, so that the mixed parking of four/eightcarriages coupling mode is realized.

At present, by the schemes for a double-track-line which is designed forparking trains in four/eight carriages mode, without a track C, theoriginal principle of waking a train up from sleep state by a ZC (ZoneController) cannot be satisfied. Waking up a train from sleep statecompletely depends upon a driver. The train needs to be locally woken upfrom the sleep state by the driver, and cannot be remotely woken up fromthe sleep state. Therefore, the labor cost is increased, the operatingefficiency is influenced, and the fully-automatic driving cannot besatisfied.

SUMMARY OF THE INVENTION

In accordance with the embodiments of the present disclosure, a schemefor waking up a train from sleep state on double-track-line is provided.

In a first aspect of the present disclosure, A method for waking up atrain which in four carriages coupling mode from sleep state ondouble-track-line, the double-track-line comprising a track A and atrack B, the track B comprising a track B1 and a track B2 on each ofwhich a train in four carriages coupling mode can be parked, wherein themethod comprises steps of: receiving a static test request transmittedby a train in four carriages coupling mode on the track B1 or the trackB2, determining whether a test environment of the train satisfies astatic test condition, and transmitting a static test permissioninstruction to the train so that the train performs a static test if thetest environment of the train satisfies the static test condition;receiving a dynamic test request transmitted by the train when the trainhas completed the static test, determining whether a test environment ofthe train satisfies a dynamic test condition, and transmitting a dynamictest permission instruction to the train so that the train performs adynamic test if the test environment of the train satisfies the dynamictest condition; and receiving information, indicating that the train canbe woken up, transmitted by the train when the train has completed thedynamic test, and controlling the train to wake up from sleep state.

In a second aspect of the present disclosure, A system for waking up atrain which in four carriages coupling mode from sleep state ondouble-track-line, the double-track-line comprising a track A and atrack B, the track B comprising a track B1 and a track B2 on each ofwhich a train in four carriages coupling mode can be parked, wherein thesystem comprises: a static test module configured to receive a statictest request transmitted by a train in four carriages coupling mode onthe track B1 or the track B2, determine whether a test environment ofthe train satisfies a static test condition, and transmit a static testpermission instruction to the train so that the train performs a statictest if the test environment of the train satisfies the static testcondition; a dynamic test module configured to receive a dynamic testrequest transmitted by the train when the train has completed the statictest, determine whether a test environment of the train satisfies adynamic test condition, and transmit a dynamic test permissioninstruction to the train so that the train performs a dynamic test ifthe test environment of the train satisfies the dynamic test condition;and a wakeup module configured to receive information, indicate that thetrain can be woken up, transmitted by the train when the train hascompleted the dynamic test, and control the train to wake up from sleepstate.

In a third aspect of the present disclosure, an electronic apparatus isprovided. The electronic apparatus includes a memory and a processor.The memory stores computer programs that, when executed by theprocessor, implement the method described above.

In a fourth aspect of the present disclosure, a computer-readablestorage medium is provided. The computer-readable storage medium storescomputer programs that, when executed by a processor, implement themethod described above.

It should be understood that the contents described in Summary of thepresent disclosure does not aim to limit a key or important feature ofthe embodiments of the present disclosure, and does not used to limitthe scope of the present disclosure. Other features of the presentdisclosure will be easily understood by following descriptions.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other features, advantages and aspects of the embodimentsof the present disclosure will become more apparent from the followingdetailed description with reference to the accompanying drawings. In theaccompanying drawings, identical or similar reference numerals representidentical or similar elements, in which:

FIG. 1 is a schematic diagram illustrating a line for realizing themixed parking of trains in four/eight carriages coupling mode on a trackB on double-track-line without a track C according to an embodiment ofthe present disclosure;

FIG. 2 is a schematic diagram illustrating an exemplary operatingenvironment where an embodiment of the present disclosure may beimplemented;

FIG. 3 is a flowchart illustrating a method for waking up a train whichin four carriages coupling mode from sleep state on double-track-lineaccording to an embodiment of the present disclosure;

FIG. 4 is a flowchart illustrating a secondary confirmation method forremote screening by the ZC and the TIAS according to an embodiment ofthe present disclosure;

FIG. 5 is a block diagram illustrating a system for waking which in fourcarriages coupling mode from sleep state on double-track-line accordingto an embodiment of the present disclosure;

FIG. 6 is a block diagram illustrating an electronic device capable ofimplementing an embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

To make the objectives, technical solutions and advantages of thepresent disclosure clearer, the technical solutions in the embodimentsof the present disclosure will be described clearly and completely belowwith reference to the accompanying drawings in the embodiments of thepresent disclosure. Apparently, the embodiments to be described hereinare merely some but not all of the embodiments of the presentdisclosure. Based on the embodiments of the present disclosure, allother embodiments obtained by a person of ordinary skill in the artwithout paying any creative effort shall fall into the protection scopeof the present disclosure.

Additionally, the term “and/or” used herein is merely for describing anassociation between associated objects, indicating that there may bethree relationships. For example, A and/or B may indicate A alone, bothA and B, and B alone. Additionally, the character “/” used hereingenerally indicates an “or” relationship between previous and latterassociated objects.

FIG. 1 is a schematic diagram illustrating a line 100 for realizing themixed parking of trains in four/eight carriages coupling mode on a trackB on double-track-line without a track C according to an embodiment ofthe present disclosure.

In the line 100, the double-track-line without a track C includes atrack A and a track B. The track B comprising a track B1 and a track B2on each of which a train in four carriages coupling mode can be parked.Thus, a train in eight carriages coupling mode or two train in fourcarriages coupling mode can be parked on the track B, and the train canbe remotely woken up from sleep state. The line 100 is designed asfollows.

1) Three balises for waking up a train in four carriages coupling modefrom sleep state are additionally arranged on the track B.

2) JK and CK (virtual or physical) signals are arranged between thetrack B1 and the track B2.

3) During the arrangement of the physical signal, in a manual operatingmode, a driver needs to drive a train according to the signal and is notallowed to run the red light. During the arrangement of the virtualsignal, in the manual operating mode, the driver needs to drive a trainaccording to a dispatching instruction, and confirms the parking lineswhen the train is to be parked on the parking lines.

4) Considering the separate parking of a train on the track B, a JKsignal is arranged at the beginning of the track B, a route from the JKsignal to a stop buffer is used as a separate turn back route, and thetrain will automatically turn back after entering the track B.

5) The JK signal of the track A displays a red right, and an MAdestination is at the JK signal. The train is controlled to a speedlimit of 5 kmph at the MA destination by the ATP.

6) The stop buffer is permitted to collide at a certain speed limit(e.g., 5 kmph).

7) The train is permitted to collide at a certain speed limit (e.g., 5kmph).

FIG. 2 is a schematic diagram illustrating an exemplary operatingenvironment 200 where an embodiment of the present disclosure may beimplemented. A Train Integrated Automation System (TIAS) 202, a ZoneController (ZC) 204 and a Vehicle On-Board Controller (VOBC) 206 areincluded in the operating environment 200.

The ZC 204 is configured to receive a static test request transmitted bythe VOBC 206 of a train in four carriages coupling mode on a track B1 ora track B2, determine whether a test environment of the train satisfiesa static test condition, and transmit a static test instruction to theVOBC 206 so that the VOBC 206 controls the train to perform a statictest if the test environment of the train satisfies the static testcondition; receive a dynamic test request transmitted by the VOBC 206,determine whether a test environment of the train satisfies a dynamictest condition, and transmit a dynamic test permission instruction tothe VOBC 206 so that the VOBC 206 controls the train to perform adynamic test if the test environment of the train satisfies the dynamictest condition; and, receive information, indicating that the train canbe woken up, transmitted by the VOBC 206, and control the train to wakeup from sleep state. The TIAS 202 is configured to receive a remotescreening request transmitted by the ZC 204, then perform remotescreening to confirm whether the train satisfies a train wakeuprequirement, and return remote screening information to the ZC 204. Thetrain wakeup requirements are as follows: the another train in fourcarriages coupling mode is an RM train reporting its location, which isnot permitted to move or is a non-communication train which is notpermitted to move, and there is no any engineering vehicle on theparking lines.

Although only one VOBC 206 is shown in FIG. 2, there may be multipleVOBCs 206 in the operating environment 200.

FIG. 3 is a flowchart illustrating a method 300 for waking up a trainwhich in four carriages coupling mode from sleep state ondouble-track-line according to an embodiment of the present disclosure.The method 300 may be executed by the ZC 204 in FIG. 2.

At block 302, the ZC 204 receives a static test request transmitted by aVOBC 206 of a train in four carriages coupling mode in sleep state on atrack B1 or a track B2, wherein the static rest request includesinformation about the current location and sleep state of the train.

At block 304, the ZC 204 determines, according to the static testrequest, whether the current location of the train is the same as thelocation where the train enters the initial sleep state; if the currentlocation of the train is the same as the location where the train entersthe initial sleep state, a block 306 will be executed, where the ZC 204determines whether a test environment of the train satisfies a statictest environment; and, if the current location of the train is not thesame as the location where the train enters the initial sleep state, ablock 308 will be executed, where the ZC 204 transmits a static testprohibition instruction to the VOBC 206 of the train.

At block 306, the ZC 204 determines whether a test environment of thetrain satisfies a static test condition; if the test environment of thetrain satisfies the static test condition, a block 310 will be executed,where the ZC 204 transmits a static test permission instruction to theVOBC 206 of the train so that the VOBC 206 of the train controls thetrain to perform a static test; and, if the test environment of thetrain does not satisfy the static test condition, the block 308 will beexecuted, where the ZC 204 transmits a static test prohibitioninstruction to the VOBC 206 of the train.

In some embodiments, the ZC 204 determines whether a test environmentinformation of the train satisfies a static test condition, wherein thetest environment information of the train is information about theoccupancy state of all axle counter blocks and the state of othertrains.

In some environment, the occupancy state of all axle counter blocks isperiodically transmitted to the ZC 204 by a Computer Interlocking (CI)device.

The static test is to detect the functional devices and controlcomponents of the train in a zero-speed static state.

The determining whether a test environment of the train satisfies astatic test condition includes the following situations.

(1) When only the train is on the track B and the track A is free, thestatic test condition is satisfied.

In some embodiments, if no train is on the track B and adjacent axlecounter blocks on the track B (on a specific stabling line, i.e., thetrack A) are free, a train in four carriages coupling mode is permittedto perform a static test on the track B1 or the track B2, and a train ineight carriages coupling mode is permitted to perform a static test onthe track B.

(2) When the train and another train in four carriages coupling mode areon the track B1 and the track B2, if the location of another train infour carriages coupling mode, reported to the ZC 204, is not invadedinto the rail for the train, and another axle counter block adjacent tothe track for the train, except for the track for another train in fourcarriages coupling mode, is free, the static test condition issatisfied; if another train in four carriages coupling mode cannotreport its location to the ZC 204, performing remote screening; and, ifthe remote screening is successful, the static test condition issatisfied.

In some embodiments, if a train in four carriages coupling mode A is onthe track B2 and a train in four carriages coupling mode B is on thetrack B2, the process of determining whether the test environment of thetrain B satisfies a static test condition includes the followingsituations (the process of determining whether the test environment ofthe train A satisfies a static test condition is the same as that forthe train B and will not be repeated here).

Situation 1: if the ZC 204 receives the following information: thelocation of the train A on the track B2, reported to the ZC 204, is notwithin the track B1 and another adjacent axle counter on the track B1(on the right of FIG. 3, i.e., the track A) is free, the train in fourcarriages coupling mode B is permitted to perform a static test on thetrack B1.

Situation 2: if the train A on the track B2 cannot report its locationto the ZC (for example, the train A is a non-communication train, or aCBTC train with a suspicious sign at the end close to the track B1),when the CBTC train in four carriages coupling mode on the Track B1requests for a static test, the ZC does not determine the specific stateof the train in four carriages coupling mode A on the track B2 since theZC has not received information about the location of the train A, andthe ZC needs to request primary wake up remote screening to the TIAS 202(a dispatcher manually confirms that the train on the track B2 is atrain which is not permitted to move, and there is no any engineeringvehicle on the parking lines, in order to ensure that the current statictest of the train B on the track B1 will not be influenced); the ZCreceives a primary remote screening message returned by the TIAS 202;the ZC 204 requests secondary wake up remote screening to the TIAS 202and receives a secondary remote screening message returned by the TIAS202; and, the train B is permitted to perform a static test.

In some embodiments, if the train A on the track B2 is a CBTC train witha suspicious sign, after secondary confirmation by remote screening bythe ZC 204 and the TIAS 202 in the situation 2, the ZC 204 processes inaccordance with the situation 1.

At block 310, the ZC 204 transmits a static test permission instructionto the VOBC 206 of the train, so that the VOBC 206 of the train controlsthe train to perform a static test.

In some embodiments, the ZC 204 transmits the static test permissioninstruction to the VOBC 206 of the train in sleep state, and the VOBC206 of the train in sleep state controls, according to the static testpermission instruction, the train in sleep state to autonomously performa static test.

At block 312, the ZC 204 receives a dynamic test request transmitted bythe VOBC 206 of the train at the end of the static test, wherein thedynamic test request includes the current location, the sleep state andthe static test completion status of the train.

At block 314, the ZC 204 determines, according to the dynamic testrequest, whether the train has completed the static test; if the trainhas completed the static test, a block 316 will be executed, where theZC 204 determines whether a test environment of the train satisfies adynamic test condition; and, if the train has not completed the statictest, a step 318 will be executed, where the ZC 204 transmits a dynamictest prohibition instruction to the VOBC 206 of the train.

At block 316, the ZC 204 determines whether a test environment of thetrain satisfies a dynamic test condition; if the test environment of thetrain satisfies the dynamic test condition, a block 320 will beexecuted, where the ZC 204 transmits a dynamic test permissioninstruction to the VOBC 206 of the train so that the VOBC 206 of thetrain controls the train to perform a dynamic test; and, if the testenvironment of the train does not satisfy the dynamic test condition,the block 318 will be executed, where the ZC 204 transmits a dynamictest prohibition instruction to the VOBC 206 of the train.

The dynamic test is to detect the functional devices and controlcomponents of the train in a displacement state.

The determining whether the test environment of the train satisfies thedynamic test condition includes the following situations.

(1) When only the train is on the track B and the track A is free, thedynamic test condition is satisfied.

In some embodiments, if no train is on the track B and adjacent axlecounter blocks on the track B (on a specific parking line, i.e., thetrack A) are free, a train in four carriages coupling mode is permittedto perform a dynamic test on the track B1 or the track B2, and a trainin eight carriages coupling mode is permitted to perform a dynamic teston the track B.

(2) When the train and another train in four carriages coupling mode areon the track B1 and the track B2, and when the location of another trainin four carriages coupling mode, reported to the ZC 204, is not invadedinto the rail for the train, and another axle counter block adjacent tothe track for the train, except for the track for another train in fourcarriages coupling mode, is free, the dynamic test condition issatisfied; when the another train in four carriages coupling mode is adynamic test train complying CBTC, which does not output emergencybraking or is not parked completely or accurately, the dynamic testcondition is not satisfied; and, when the another train in fourcarriages coupling mode is an RM train reporting its location or when itcannot report its location to the ZC 204, performing remote screening,and, if the remote screening is successful, determining that the dynamictest condition is satisfied.

In some embodiments, if a train in four carriages coupling mode A is onthe track B2 and a train in four carriages coupling mode B is on thetrack B2, the process of determining whether the test environment of thetrain B satisfies a dynamic test condition includes the followingsituations (the process of determining whether the test environment ofthe train A satisfies a dynamic test condition is the same as that forthe train B and will not be repeated here).

Situation 3: If the ZC 204 receives the following information: thereported location of the communication train A (for example, the train Ais a train in sleep state, a static test train, or a CBTC train which isbraked in emergency and parked completely or accurately) on the track B2is not invaded into the track B1 and a block of the track A (i.e.,another adjacent axle counter block of the track B1 except for the trackB2) is free, the train in four carriages coupling mode B is permitted toperform a dynamic test on the track B1.

If the train A on the track B2 is not a train in sleep state or a statictest train, the ZC 204 receives a dynamic test request from the train Bon the track B1. If the ZC 204 receives the information, transmitted bythe VOBC 206 of the train A on the track B2, that the train A has beenparked completely and accurately, the ZC 204 applies emergency brakingto the VOBC 206 of the train A on the track B2. After the ZC 204receives the feedback that the VOBC 206 of the train A on the track B2is braked in emergency, the ZC 204 transmits a dynamic testauthorization information to the train B on the track B1, or otherwise,the ZC 204 does not permit the train B on the track B1 to perform adynamic test.

Situation 4: If the ZC 204 has found that a dynamic test train, a trainwhich does not output emergency braking or a CBTC train which is notparked completely or accurately is on the track B2, the ZC 204 does notpermit the track B on the track B1 to perform a dynamic test.

Situation 5: If an RM train reporting its location, a non-communicationtrain or a CBTC train with a suspicious sign at the end close to thetrack B1 is on the track B2, the ZC 204 requests wake up remotescreening to the TIAS 202 (the dispatcher needs to confirm that thetrain on the track B2 is a train which is not permitted to move andthere is no any engineering vehicle on the parking lines, in order toensure that the dynamic test of the current train in four carriagescoupling mode on the track B1 will not be influenced; and, thedispatcher secondarily confirms to wake up the remote screening throughthe interface of the TIAS 202, and another adjacent axle counter on thetrack B1 except for the track B2 is free), and the ZC 204 receives aprimary remote screening message returned by the TIAS; the ZC 204requests secondary wake up remote screening to the TIAS 202 and receivesa secondary remote screening message returned by the TIAS 202 and, thetrain B is permitted to perform a dynamic test.

At block 322, the ZC 204 receives information, indicating that the traincan be woken up, transmitted by the VOBC 206 of the train when the trainhas completed the dynamic test, and controls the train to wake up fromsleep state.

In some embodiments, the ZC checks, according to the informationindicating that the train can be woken up, whether the location of thetrain is the same as the location where the train initially enters thesleep state, wherein the information indicating that the train can bewoken up includes the current location, the sleep state and otherinformation of the train; if the location of the train is the same asthe location where the train initially enters the sleep state, a wakeupinstruction is transmitted to the train; and, if the location of thetrain is not the same as the location where the train initially entersthe sleep state, information indicating that the train is prohibited tobe wake up is transmitted to the train.

In some embodiments, the ZC transmits a wakeup instruction to the VOBCof the train, and the VOBC of the train controls, according to thewakeup instruction, the train to enter a normal operating state.

It can be known from the above description that, by controlling thetermination of the sleep state of the train according to theinformation, indicating that the train can be woken up, transmitted bythe train after the dynamic detection has been performed successfully,the automatic termination of the sleep state of the train is controlled,and manually controlling the waking up of the train from the sleep stateis omitted.

In accordance with the embodiments of the present disclosure, thefollowing technical effects are achieved.

1. The limitations from lines are overcome, and trains in four/eightcarriages coupling mode can be woken up from sleep state, so that atrain in four carriages coupling mode on double-track-line without atrack C can be woken up from sleep state.

2. The safety and high efficiency of remotely waking up a train areensured, the operating efficiency and automation level of trains in aCBTC system are improved, and both the labor cost and the time cost aresaved.

FIG. 4 is a flowchart illustrating a secondary confirmation method 400for remote screening by the ZC and the TIAS according to an embodimentof the present disclosure. The method 400 may be performed interactivelyby the ZC 204 and the TIAS 202 in FIG. 2.

At block 402, the ZC 204 reports to the TIAS 202 the ID of a train to beremotely screened.

At block 404, the TIAS 202 determines whether the train to be remotelyscreened satisfies requirements, wherein the requirements are asfollows: the another train in four carriages coupling mode is an RMtrain reporting its location, which is not permitted to move or is anon-communication train which is not permitted to move, and there is noany engineering vehicle on the parking lines, where RM refers to theRestricted train operating Mode.

At block 406, a primary remote screening message is transmitted to theZC 204, wherein the primary remote screening message includes the IDs oftrains satisfying the requirements.

At block 408, the ZC 204 verifies the primary remote screening message.

At block 410, the ZC 204 transmits a primary remote screeningconfirmation message to the TIAS 202.

At block 412, the TIAS 202 reconfirms whether the train to be remotelyscreened satisfies the requirements.

At block 414, a secondary remote screening message is transmitted to theZC 204, wherein the secondary remote screening message includes the IDsof trains satisfying the requirements.

At block 416, the ZC 204 verifies the secondary remote screeningmessage.

At block 418, the ZC 204 transmits a secondary remote screeningconfirmation message to the TIAS 202.

In some embodiments, while/before/after transmitting the secondaryremote screening confirmation message to the TIAS 202, the ZC 204transmits a static/dynamic test instruction to the train, so that thetrain performs a static/dynamic test.

In some embodiments, the description is given by taking a train in fourcarriages coupling mode A being on the track B2 and a train in fourcarriages coupling mode B being on the track B1 as an example (therequirements for the train A are the same as those for the train B andwill be omitted here).

The ZC reports, to a central TIAS, a train ID of a train in fourcarriages coupling mode B to be remotely screened on the track B1.

Upon receiving the train ID of the train in four carriages coupling modeB to be remotely screened on the track B1 reported by the ZC, the TIASpops up a prompt to a central dispatcher, so that the central dispatcherconfirms a screening wakeup request from the train to be screened.

After receiving the prompt, the central dispatcher notifies the fieldpersonnel to check whether a train on a track B2, adjacent to the trainin four carriages coupling mode B to be screened on the track B1,satisfies the following conditions:

1) if a driver is in the train A on the track B2, the driver is notifiedto apply emergency braking to the train A, and the train A is notpermitted to move;

2) if no driver is in the train A on the track B2, it is ensured that noroute is arranged for the train A, so that it is ensured that the trainA will not move; and

3) there is no any engineering vehicle at the end of the train A on thetrack B2 close to the train B on the track B1.

After the conditions are satisfied, the field personnel reports to thecentral dispatcher that the screening is successful. Then, the centraldispatcher issues, according to the prompt, remote screeningconfirmation information to the ZC 204 through the TIAS 202.

In some embodiments, the secondary confirmation process for remotescreening includes the following situations.

1. When the TIAS 202 issues, to the ZC 204, the primary remote screeningmessage containing the ID of the train satisfying the requirements, theTIAS 202 starts waiting for a primary remote screening confirmationmessage from the ZC 204 and also starts timing, and then processesaccording to the following different situations.

Situation 6: Within a first preset time period, the TIAS 202 receives aprimary remote screening confirmation message transmitted by the ZC 204after the primary remote screening message verification is successful.It is considered that the primary remote screening operation issuccessful, and secondary remote screening information is issued to theZC 204.

Situation 7: Within the first preset time period, the TIAS 202 receivesa message of refreshing “SCREEN TRAIN STATE” transmitted by the ZC 204after the primary remote screening message verification is failed. It isconsidered that the primary remote screening operation is failed (thenon-communication train A is upgraded to a communication train A, andthe ZC does not need to screen the train A remotely, so the remotescreening operation may be failed). The TIAS 202 automaticallydetermines the IDs of trains to be remotely screened, and reconfirms andtransmits a primary remote screening message containing the IDs oftrains satisfying the requirements.

The verification failure includes: if the ID of the train included inthe primary remote screening message is not in the IDs of trains to beremotely screened, which are periodically reported by the ZC 204, the ZC204 returns a message of refreshing “SCREEN TRAIN STATE”.

Situation 8: Within the first preset time period, the TIAS 202 has notreceived the primary remote screening confirmation message transmittedby the ZC 204. It is considered that the communication has timed out,and the primary remote screening operation is failed. The TIAS 202automatically determines the IDs of trains to be remotely screened andthen reconfirms and transmits a primary remote screening messagecontaining the IDs of trains satisfying the requirements.

2. The secondary remote screening step includes: upon transmitting theprimary remote screening confirmation message to the TIAS 202, the ZC204 waits for a secondary remote screening message transmitted by theTIAS. The secondary remote screening step is substantially the same asthe primary remote screening step, and the repeated description will beomitted here. Meanwhile, situations where the secondary remote screeningis not the same as the primary remote screening will be described below.

Situation 9: Within a second preset time period, the ZC 204 receives thesecondary remote screening message transmitted by the TIAS 202. If theZC 204 fails to verify the secondary remote screening message, the ZC204 returns a secondary remote screening confirmation message to theTIAS 202 and replies with “VERIFICATION FAILED”, and the TIAS 202reconfirms and transmits a primary remote screening message containingthe IDs of trains satisfying the requirements.

Situation 10: Within the second preset time period, the ZC 204 receivesthe secondary remote screening message transmitted by the TIAS 202. Ifthe primary remote screening message and the secondary remote screeningmessage transmitted by the TIAS 202 are not the same, the ZC 204 returnsa secondary remote screening confirmation message to the TIAS 202 andreplies with “THE PRIMARY REMOTE SCREENING MESSAGE AND THE SECONDARYREMOTE SCREENING MESSAGE ARE NOT THE SAME”, and the TIAS 202 reconfirmsand transmits a primary remote screening message containing the IDs oftrains satisfying the requirements.

Situation 11: Within the second preset time period, if the ZC 204receives a primary remote screening message issued by the TIAS 202 uponreturning the primary confirmation message to the TIAS 202, the ZC 204returns a primary remote screening confirmation message to the TIAS 202and replies with “REPEATED MESSAGE”, and continues waiting for asecondary remote screening message from the TIAS 202.

Situation 12: Within the second preset time period, the ZC 204 has notreceived the secondary remote screening message transmitted by the TIAS202, and the ZC 204 terminates this remote screening confirmationprocess. However, if the ZC 204 receives the secondary remote screeningmessage from the TIAS 202 after a certain time period, the ZC 204returns a secondary remote screening confirmation message to the TIAS202 and replies with “PRIMARY SCREENING CONFIRMATION IS FAILED”, and theTIAS 202 reconfirms and transmits a primary remote screening messagecontaining the IDs of trains satisfying the requirements.

It can be known from the above description that the safety of thestatic/dynamic test of the train is improved by the secondary remotescreening confirmation process by the ZC and the TIAS.

It is to be noted that, for simplicity of description, various methodembodiments described above are all expressed as combinations of aseries of actions. However, it may be appreciated by those skilled inthe art that the present application is not limited by the order ofactions described herein, and some steps may be performed in anotherorder or concurrently in accordance with the present application.Additionally, it may be appreciated by those skilled in the art that theembodiments described in this specification are all preferredembodiments, and the actions and modules involved are not necessarilyrequired by the present application.

The method embodiments have been described above. The schemes of thepresent disclosure will be further described below by deviceembodiments.

FIG. 5 is a block diagram illustrating a system for waking up a trainwhich in four carriages coupling mode from sleep state ondouble-track-line according to an embodiment of the present disclosure.The system 500 may be included in the zone controller 204 shown in FIG.2 or implemented as the zone controller 204. As shown in FIG. 5, thesystem 500 includes: a static test module 510 configured to receive astatic test request transmitted by a train in four carriages couplingmode on the track B1 or the track B2, determine whether a testenvironment of the train satisfies a static test condition, and transmita static test permission instruction to the train so that the trainperforms a static test if the test environment of the train satisfiesthe static test condition; a dynamic test module 520 configured toreceive a dynamic test request transmitted by the train when the trainhas completed the static test, determine whether a test environment ofthe train satisfies a dynamic test condition, and transmit a dynamictest permission instruction to the train so that the train performs adynamic test if the test environment of the train satisfies the dynamictest condition; and, a wakeup module 530 configured to receiveinformation, indicate that the train can be woken up, transmitted by thetrain when the train has completed the dynamic test, and control thetrain to wake up from sleep state.

It should be clearly understood by those skilled in the art that, forconvenience and conciseness of description, the specific operationprocesses of the modules described herein may refer to the correspondingprocesses in the method embodiments described above and will not berepeated here.

FIG. 6 is a block diagram illustrating an exemplary device 600 forimplementing embodiments of the present disclosure. The device 600 maybe configured to implement at least one of the TIAS202, the ZC 204 andthe VOBC206 shown in FIG. 2. As illustrated in FIG. 6, the device 600includes a FIG.FIG.FIG. Central Processing Unit (CPU) 601, which mayexecute various appropriate acts and processing based on computerprogram instructions stored in a Read-Only Memory (ROM) 602 or computerprogram instructions loaded from a storage unit 608 to a Random-AccessMemory (RAM) 603. In RAM 603, various programs and data needed for theoperations of the device 600 may be stored The CPU 601, the ROM 602 andthe RAM 603 are connected to each other through a bus 604. AnInput/output (I/O) interface 605 is also connected to the bus 604.

A plurality of components in the device 600 are connected to the I/Ointerface 605, including: an input unit 606, such as a keyboard, amouse, etc.; an output unit 607, such as various types of displays,speaker, etc.; the storage unit 608, such as a disk, a CD, etc.; and acommunication unit 609, such as a network card, a modem, a wirelesscommunication transceiver, etc. The communication unit 609 allows thedevice 600 to exchange information/data with other device via computernetworks such as the Internet and/or various telecommunication networks.

The processing unit 601 executes various methods and processes describedabove, such as the methods 300 and 400. For example, in someembodiments, the methods 300 and 400 may be implemented as computersoftware programs which are physically contained in a machine-readablemedia, such as the storage unit 608. In some embodiments, some or all ofthe computer programs may be loaded and/or installed on the apparatus600 via the ROM 602 and/or the communication unit 609. The computerprograms may execute one or more acts or steps of the methods 300 and400 described above when loaded to the RAM 603 and executed by the CPU601. Alternatively, in other embodiments, the CPU 601 may be configuredto execute the methods 300 and 400 by other appropriate ways (such as,by means of a firmware).

The above functions described herein may be executed at least partiallyby one or more hardware logic components. For example, withoutlimitation, exemplary types of hardware logic components, including afield-programmable gate array (FPGA), an application-specific integratedcircuit (ASIC), an application specific standard product (ASSP), asystem on chip (SOC), a load programmable logic device (CPLD) and so on,may be used.

The program codes for implementing the method of embodiments of thepresent disclosure may be written in any combination of one or moreprogram languages. These program codes may be provided for a processoror a controller of a general-purpose computer, a special-purposecomputer, or other programmable data-processing devices, such that thefunctions/operations regulated in the flow charts and/or block chartsare implemented when the program codes are executed by the processor orthe controller. The program codes may be completely executed on themachine, partly executed on the machine, partly executed on the machineas a standalone package and partly executed on a remote machine orcompletely executed on a remote machine or a server.

In the context of the present disclosure, the machine-readable mediummay be a tangible medium, which may include or store the programs foruse of an instruction execution system, apparatus or device or for usein conjunction with the instruction execution system, apparatus ordevice. The machine-readable medium may be a machine-readable signalmedium or a machine-readable storage medium. The machine-readable mediummay include but not limited to electronic, magnetic, optical,electromagnetic, infrared, or semiconductor systems, apparatuses ordevices, or any appropriate combination of the foregoing contents. Amore detailed example of the machine readable storage medium includeselectrical connections based on one or more lines, a portable computerdisk, a hard disk, a random access memory (RAM), a read-only memory(ROM), an erasable programmable read only memory (an EPROM or a flashmemory), an optical fiber, a compact disc read-only memory (CD-ROM), anoptical storage device, a magnetic storage device, or any appropriatecombination of the above contents.

In addition, although respective act or step is described in aparticular sequence, it should be understood that such act or step arerequired to be executed in the specified or sequential order asillustrated, or all illustrated acts or steps are required to beexecuted to achieve a desired result. Under certain environment,multitasking and parallel processing may be beneficial. In the same way,although several specific implementation details are included in theabove discussion, these should not be interpreted as limitations of thescope of the present disclosure. Certain features described in thecontext of a single embodiment may also be in a combination manner to beimplemented in a single implementation. On the contrary, the variousfeatures described in the context of a single implementation may also beimplemented in multiple implementations individually or in anyappropriate sub-combination.

Although language specific to structural features and/or method logicactions has been employed to describe the embodiments of the presentdisclosure, it should be understood that the subject matter defined inthe appended claims is not necessarily limited to the specific featuresor acts described above. On the contrary, the specific features or actsdescribed above are merely an exemplary form for implementing theclaims.

1. A method for waking up a train which in four carriages coupling modefrom sleep state on double-track-line, the double-track-line comprisinga track A and a track B, the track B comprising a track B1 and a trackB2 on each of which a train in four carriages coupling mode can beparked, wherein the method comprises steps of: receiving a static testrequest transmitted by a train in four carriages coupling mode on thetrack B1 or the track B2, determining whether a test environment of thetrain satisfies a static test condition, and transmitting a static testpermission instruction to the train so that the train performs a statictest if the test environment of the train satisfies the static testcondition; receiving a dynamic test request transmitted by the trainwhen the train has completed the static test, determining whether a testenvironment of the train satisfies a dynamic test condition, andtransmitting a dynamic test permission instruction to the train so thatthe train performs a dynamic test if the test environment of the trainsatisfies the dynamic test condition; and receiving information,indicating that the train can be woken up, transmitted by the train whenthe train has completed the dynamic test, and controlling the train towake up from sleep state.
 2. The method according to claim 1, whereinthe determining whether a test environment of the train satisfies astatic test condition comprises: when only the train is on the track Band the track A is free, determining that the static test condition issatisfied; or when the train and another train in four carriagescoupling mode are on the track B1 and the track B2, if the location ofanother train in four carriages coupling mode, reported to a zonecontroller ZC, is not invaded into the rail for the train, and anotheraxle counter block adjacent to the track for the train, except for thetrack for another train in four carriages coupling mode, is free,determining that the static test condition is satisfied; if anothertrain in four carriages coupling mode cannot report its location to thezone controller ZC, performing remote screening; and, if the remotescreening is successful, determining that the static test condition issatisfied.
 3. The method according to claim 1, wherein the determiningwhether a test environment of the train satisfies a dynamic testcondition comprises: when only the train is on the track B and the trackA is free, determining that the dynamic test condition is satisfied; orwhen the train and another train in four carriages coupling mode are onthe track B1 and the track B2, when the location of another train infour carriages coupling mode, reported to a zone controller ZC, is notinvaded into the rail for the train, and another axle counter blockadjacent to the track for the train, except for the track for anothertrain in four carriages coupling mode, is free, determining that thedynamic test condition is satisfied; when the another train in fourcarriages coupling mode is a dynamic test train complying CBTC, whichdoes not output emergency braking or is not parked completely oraccurately, determining that the dynamic test condition of the train isnot satisfied; or when the another train in four carriages coupling modeis an RM train reporting its location or when it cannot report itslocation to the zone controller ZC, performing remote screening; and, ifthe remote screening is successful, determining that the dynamic testcondition is satisfied.
 4. The method according to claim 2, wherein theremote screening comprises: reporting the train ID to a Train IntegratedAutomation System (TIAS), so that the TIAS confirms whether the trainsatisfies a train wakeup requirement; and receiving remote screeninginformation returned by the TIAS.
 5. The method according to claim 4,wherein the wakeup requirement of the train is: the another train infour carriages coupling mode is an RM train reporting its location,which is not permitted to move or is a non-communication train which isnot permitted to move, and there is no any engineering vehicle on theparking lines.
 6. The method according to claim 4, wherein the receivingremote screening confirmation information returned by the TIAScomprises: receiving a primary remote screening message and a secondaryremote screening message, both indicates that the successful remotescreening, returned by the TIAS.
 7. The method according to claim 1,wherein the controlling the train to wake up from sleep state comprises:according to the current location and sleep state of the train containedin the information indicating that the train can be woken up, checkingwhether the location of the train is the same as the location where thetrain initially enters into the sleep state; and, if the location of thetrain is the same as the location where the train initially enters intothe sleep state, transmitting a wake up instruction to the train.
 8. Asystem for waking up a train which in four carriages coupling mode fromsleep state on double-track-line, the double-track-line comprising atrack A and a track B, the track B comprising a track B1 and a track B2on each of which a train in four carriages coupling mode can be parked,wherein the system comprises: a static test module configured to receivea static test request transmitted by a train in four carriages couplingmode on the track B1 or the track B2, determine whether a testenvironment of the train satisfies a static test condition, and transmita static test permission instruction to the train so that the trainperforms a static test if the test environment of the train satisfiesthe static test condition; a dynamic test module configured to receive adynamic test request transmitted by the train when the train hascompleted the static test, determine whether a test environment of thetrain satisfies a dynamic test condition, and transmit a dynamic testpermission instruction to the train so that the train performs a dynamictest if the test environment of the train satisfies the dynamic testcondition; and a wakeup module configured to receive information,indicate that the train can be woken up, transmitted by the train whenthe train has completed the dynamic test, and control the train to wakeup from sleep state.
 9. An electronic apparatus, comprising a memory anda processor, the memory having a computer program stored thereon,wherein when the storing computer programs is executed by the processor,implement the method according to claim
 1. 10. A non-transitorycomputer-readable storage medium having a computer program storedthereon, wherein when the computer program is executed by a processor,implement the method according to claim
 1. 11. The method according toclaim 3, wherein the remote screening comprises: reporting the train IDto a Train Integrated Automation System (TIAS), so that the TIASconfirms whether the train satisfies a train wakeup requirement; andreceiving remote screening information returned by the TIAS.
 12. Themethod according to claim 11, wherein the wakeup requirement of thetrain is: the another train in four carriages coupling mode is an RMtrain reporting its location, which is not permitted to move or is anon-communication train which is not permitted to move, and there is noany engineering vehicle on the parking lines.
 13. The method accordingto claim 11, wherein the receiving remote screening confirmationinformation returned by the TIAS comprises: receiving a primary remotescreening message and a secondary remote screening message, bothindicates that the successful remote screening, returned by the TIAS.